Locomotive



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Patented Jan. 4, 1944 I LOCOMOTIVE carleton K. Steins, Merian, Pa., assignmto The Pennsylvania Railroad Company, Philadelphia, Pa., a corporation of Pennsylvania Application March 5, 1942, Serial No. 433,455

'4 Claims.

This invention relates to locomotives, and it has reference more particularly to steam locomotives of the super, multi-section articulated types intended for use in heavy passenger and/or freight service over` long stretches.

In `connection with locomotives of the type referred to, I aim to attain increased pulling power with minimization of slippage of the drivers incident to starting; to facilitate travel of track curves at high speeds without attendant unbalance between the component sections of the locomotive; and to generally improve the running qualities of such locomotives.

Other objects and attendant advantages will appear from the following detailed description of the attached drawing, wherein Fig. 1 is a view in side elevation showing more or less diagrammatically a locomotive conveniently embodying the present invention.

Fig. 2 shows the top plan of the locomotive; and

Fig. 3 is likewise a plan View showing the relative positions taken by the sections of a locomotive incident to travel of the latter on a typical curve in a railway track.

As herein shown, my improved locomotive comprises a relatively long main or cab section I whereof the body Ia houses the boiler 2 with its rire box end 3 foremost; and advance and trailing tenders or end sections 4 and 5. These end sections or tenders 4 and 5 may be used for storage of the fuel and the water required for the operation of the boiler and are coupled with the central section I by means of draw bars 6 and I respectively, the gaps at the regions of-coupling being iilled by bellows inserts 6a and la. The body Ia of the central unit I is in part supported by a rigid driving wheel bed frame 8, and in `part by an engine truck 9 located in advance of the driving wheel bed frame, which engine truck is swivelled at 23 after conventional practice. Disposed in the driving wheel bed frame are three pairs of drivers I--I2 which are propelled by a front pair of cylinders 21 and two pairs of drivers I3, I4 which are At each side of the locomotive, the cranks on the axles of the three drivers I0I2 are coupled by a propeller rod 25, while a main driving.. rod 26 connects the crank of the mid-wheel I I to the piston rod of the steamcylinder 2l at the front end of the frame 8. Also at each side oi the locomotive, the cranks of the other two drivers I3 and I4 are coupled by a propeller rod 28, and a main driving rod 29 connects the crank of V(Cl. S-175) inder 30 at the rear end of the frame 8. Steam may be supplied to the cylinders 2l and 30 under regulatable control in any approved manner, for.

5 example as shown and described in U. S. Patent No. 2,254,357, granted to Warren P. Elsey on September 2, 1941. l

The leading section or tender 4 of the locomotive is provided with two small supporting l0 trucks 3l and 32, respectively, having three pairs of wheels 33 and 34, the frames 35 and 36 of these trucks being independently movable about swivel pivotal connections at 31 and 38 with the body 4a of said `section adjacent its opposite ends.

l5 The trailing section or tender 5 of the locomotive is likewise provided with two supporting trucks 40 and 4I respectively having three pairs of relatively small wheels 42 and 43, and journal frames 44 and 45 which are pivoted at 46 and 41 for independent swivelling movement near opposite ends of the body 5a of said section.

As shown in Fig. 2, the body 4a of the leading section 4 tapersfforwardly in plan as shown in Fig. 2 while its top slopes downwardly toward the front at a slight incline. The body Ia of lthe main section I on the other hand is higher thanthat of the body of the section 4 except at the front end where it recedes at a sharp angle for mergence at 48 with the top of said section 4a.

Except for being of approximately uniform width throughout, the body 5a of the trailing section or tender 5 is shaped generally like the leading section 4 with the result that the locomotive as a whole presents a symmetrical stream-lined appearance in side elevation, as shown in Fig. 1. Suitable windows 48 and 50 are provided at the front end of the main or central section I of the locomotive where a comof the corresponding end 'of the boiler 2.

As an alternative, the boiler 2 mayfbe reversed in*y its position with relation to the body Iafof the main section, i. e., with its nre box rearward, as may also the driving Wheel bed 8 and the truck 9, if this should be found desirable or advantageous in practice, With such changes, the trailer section 5 of the locomotive may be more conveniently employed for coal storage,

50 and the advance section 4 for water storage.

Having thus `described my invention, I claim: 1. In a. steam locomotive, a main section or cab unit including a body which completely houses a horizontal boiler with its fire-box at the front end of the body, and which affords the driver I3 to the piston rod of the steam cyla compartment for the engine crew forward be yond the nre-box, a bed frame with plural dxiva ing wheels supporting the body beneath-thev boiler, and a truck with a laterally shiftable swivel pivot supporting the body beneath the crew compartment; and auxiliary advance and trailing sections for fuel and water storage articulately coupled to opposite ends of the main section, each such auxiliary section having its body supported at the front and rear ends by trucks which are pivotally connected for individual swivelling action.

2. A locomotive according to claim' I. in which l there are two groups of driving `wheels', onein advance of the other; and in which steam cylinders for actuating the two groups o! driving .y at each side of the locomotive.

in which the pilot end of said main section is provided with windows which overlook the top of the body of said advance section.

i CARLETON K. S'I'EINS. 

